Engineer&#39;s brake-valve.



' ENGINEERS BRAKE VALVE. APPLICATION FIILED MAY 6. 1910.

PatentedSept. 11, 1917;

2 $HEETS-SHEET 1.

1,. P. GAULT.

ENGINEER'S BRAKE VALVE. APPLICATION FILED MAY G. 1910.

1.323935%5; PatentedSept. 11, 1917.

2 SHEETS-SHEET 2.

JOSEPH P. GAULT, 0F LOUISVILLE, KENTUCKY, ASSIGNOR OF ONE-THIRD TOWILLIAM PHILLIPS AND ONE-THIRD '10 BEN L. BRUNER, BOTH 0F LOUISVILLE,KENTUCKY.

ENGINEERS BRAKE-VALVE.

Specification of Letters Patent.

Patented Sept. 11, 1917.

To all whom it may concern:

Be it known that I, JOSEPH P. GAULT, a citizen of the United States,residing at Louisville, in the county of Jefferson and State ofKentucky, have invented certain new and useful Improvements in EngineersBrake-Valves; and I do declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same, referencebeing had to the accompanying drawings, and to the letters and figuresof reference marked thereon, which form a part of this specification.

My invention relates to fluid pressure airbrakes and more particularlyto engineers brake valves and parts used in connection therewith in thebrake system;

It has for its object to improve the construction of the engineers brakevalve so as to be capable of a wider range of application thanheretofore and in a simple and eflicient manner, and to combine the samewith certain parts so as to obtain a mode of operation that will give:the engineer better control over the engine as well as over the trainbrakes, and under more conditions than previously.

To the accomplishment of the objects which will be hereinafter more indetail specified, the invention consists in features of construction andin arrangement and combination of parts which will be fully set forthand then sought to be clearly defined by the claims, reference being hadto the accompanying drawings forming a part hereof, and in which- Figure1 is a side elevation with the quick-release valve and combination valvein section, showing the relation of the several parts;

Fig. 2 is a bottom plan of therotaryvalve with my improvements added;

Fig. 3 is a plan view of the valve seat of an engineers brake-valveshowing the arrangement of various parts with changes over the ordinaryvalve; a

Fig. 4: a cross section through the valve above the valve seat;

Fig. 5 a central cross section through the combination valve, thediaphragm parts omitted, and

Fig. 6 an enlarged detail sectional view of slide valve.

brake and other The numeral 1 designates an engineers brake valve,constructed generally in accordance with the well known Westinghouseengineers brake valve or other construction of the' same type to whichmy improvementsare applicable, and which accordingly needs no detailshowing and description of all the Westinghouse features of such type ofvalve although some of the features may be shown to illustrate myimprovements in relation thereto. Accordingly in Fig. 2 of the drawing,there is shown the cavity 8, a portion of which is spanned by a bridge8* for strength, the through supply port 4 and the through port 5 whichare substantially the same as corresponding parts in the I/Vestinghousebrake valve, and also the port 16 which corresponds to the warning portof the Westinghouse brake-valve and which, when the brake handle is infull release position, acts to warn or caution the engineer againstovercharging the train line, while in Fig. 8, which is a plan view ofthe valve seat, there is illustrated the cavity 6, the directapplication and supply port 7, the equalizing port 8, the feed-port 9,which in this instance is enlarged, the preliminary exhaust port 10, andthe direct application and exhaust port 11 having the exhaust groove 12,which parts are substantially the same in their general purpose as inthe Westinghouse type of valve referred to.

Referring now to the present improvements, the exhaust cavity 13 of thevalve proper is elongated approximately oneeighth of an inch beyond thelength existing in the usual \Vestinghouse valve. I also provide a feedcavity 18, a feed cavity 19 and a feed cavity 15. Through these cavitiesmain drum pressure is fed to the combination and quick release valveshereinafter mentioned in different positions of the engibrake cylinderpipe.

my improvements being intended to provide also for the use of straightair in the application and release of the engine and ten- 4 der brakesas supplemental to the automatic application and release of the brakes.

Having changed the brake-valve as specified, I provide a combinationvalve 22 connected at one end by a pipe23 with the port 20 in the brakevalve seat and connected at its other end by a pipe 24 with the'nozzleor pipe 25 opening into the pipe F which leads to the main reservoir ordrum (not shown). The combination valve is a casting composed of fivecompartments A, B, C, D, and E. The chamber A is connected by the pipe33 with the train pipe (1. In the cylinder or chamber A works a piston awith rod a extending into chamber B, and loosely mounted on this rod isa slide valve 60 provided with a tension spring 6O and having agraduating valve 61 connected thereto by a pin. The slide valve has twoports, a

graduating port 71, which at one end communicates through the sides ofthe slide valve with the chamber B as shown in Fig. 5, and is controlledby the graduating valve 61, and an exhaust port or cavity 72. The seatof this valve has three ports 71, 71 and 71, to co-act-with the-slidevalve ports as hereinafter described, and a passage-way 29 to connectthe port 71 with the chamber C. The port 71 exhausts to the atmosphereas in the Westinghouse quick-action triple valve, and is provided with astop cock 71 by which it may be closed, and the port,7l

is connected by a pipe 72 with the pipe 30 which leads to the brakecylinder and is provided with a stop cook 72" by which it may chamber Ewill be received through pipefla be cut-off from communication with theThe stop cock 71 in the exhaust port 71 and the stop cock 72 in the pipe72 are normally closed, and are opened only when the engine is thesecond engine in the train and the brakes are being controlled by thefirst engine in the train. These stop cocks are provided principally fordouble heading purposes, that is, when the second engine is used as ahelper in double-heading, at which time these stop cocks on the secondengine are opened so as to exhaust air from the brake cylinders and notuse the quick-release valve while the corresponding cocks on the firstengine, or engine controlling the train-brakes, are closed.

The chambers C and D of the combination valve are separated by adiaphragm 62' to which'is attached a rod 63, the end of which is adaptedto contact with the end of the stem or rod of a supply valve 6% which isin chamber E. The chamber C is connected to port 20 of the brake valveby pipe 23-, and

chamber E is connected by pipe 24 and nozzle 25 to the pipe F leading tothe main drum. Chamber D is connected to the brake cylinder bypassage-way '29, pipe and reducing valve 31.

The supply valve '64 in chamber E controls the main drum fiow to thebrake cylinder and also to chamber D, and connects the brake cylinderand chamber D with the main drum, when open, so that if anything opensor unseats this valve the brakes onthe engine and tender will be appliedby straight air.

From the port 21 in the brake valve seat a pipe 48 leads to the upperpart of the casing 49 of a quick release valve which is dividedhorizontally by a partition 50, the portion of said valve casing belowthe partition being in communication by means of a pipe 51 with thebrake cylinder pipe 30. In the upper part of the quick release valvecasingis a piston 52-the stem 53 of which passes through the partition50 and a suitable stufiing box 54 and carries a valve 55 positioned inthe lower chamber of the casing. This valve controls an exhaust port .56in the valve casing intended for the exrhaust from the engine and tenderbrake cylinder. The valve 55 preferably is of the 7 from the main drumnozzle or pipe 25. The quick release valve 49 between its piston andpartition will receive main drum pressure through pipe 48, port 21 invalve seatand cavity 15 in the valve from the cavity6in the seat onlywhen straight air brakes are to be released: and the quick releasevalve' below its partition is connected through pipe 51, with thebrake-cylinder connection pressure-reducing valve 31. l

The chamber A of the combination valve will receive air from the trainline through pipe 33 which is connected at one end to the train'pipe andat the'other end to the chamber A; VVhen' the piston a is in releaseposition the train line air in chamber A will feed into chamber Bthrough feed groove '65 until the pressure in chamber B is equal to thepressure in chamber A which is train line pressure. VV hen this-"is thecase all three ports 71, 7'1 and Tl 'ogf the combination valve are incommunication through the exhaust port or cavity 72', and when cook 72"is open they communicate with the' brake cylinder pipe, and whencock 71in exhaust port 71 is open the brake cylinder pipe is open to atmospherethrough exhaust port or cavity 72, ports 71 and 72 and port 71. WVhenthe train line pressure is reduced to set the brakes, in either serviceor emergency, by the automatic action, the air pressure in chamber Abecomes correspondingly reduced and being then weaker than the pressurein chamber 13 the excess of pressure in chamber B will force piston awith the valve 60 to the right and open or connect the graduating port71 in the valve with the port 71 in its seat and with the passage-way 29so that air in chamber B will flow into chamber C and act on thediaphragm 62 until the pressure in chamber B becomes a little weakerthan the pressure in chamber A whereupon the piston will automaticallymove to the left far enough to close the graduating port 71 by itsgraduating valve 61 but not far enough to open the feed groove 65, thetrain line not having been recharged to normal pressure. So long aspressure in chamber C received from chamber B is not weaker than thepressure in chamber D, the pressure in chamber C will act on thediaphragm 62 to open valve 69% in chamber E so that main drum pressurewill flow to the brake cylinder pipe 30 and thus automatically set thebrakes on the engine and tender by straight air and at the same time setthe train brakes by automatic action. This also makes it possible tomain tain a given pressure in the brake cylinder regardless of leaks inbrake cylinder and its connections. As soon however as the train line isrecharged to normal pressure the pis ton a will be forced all the way tothe left and the feed groove 65 uncovered or opened so that air undernormal train line pressure received from the line through pipe 33 willpass from chamber .A into chamber B. At the same time the air in chamberC will exhaust therefrom through pipe 23. and

- Operation.

In applying the brakes on the engine and tender by straight air, theengineers brakevalve handle is moved to straight air application orholding position. This causes feed cavity 18 in rotary valve to registerwith port 20 in the valve seat, and allows the main drum air to Howthrough port 4 in rotary valve and cavity 6 in its seat and feed moveback pulling its piston or rod away from the stern of the supply valvewhereupon the supply valve seats itself and stops or cuts-off the maindrum flow to brake cylinder. By this arrangement I maintain an automaticfeed to brake cylinder regardless of leaks in pipes and in packing, forwhatever pressure is put in chamber (3 will cause a little strongerpressure to remain in brake cylinder as the diaphragm is controlledbythe variation of pressures, that is, main drum pressure and brakecylinder pressure. The same action also admits brake cylinder pressureinto the bottom chamber of the quick release valve, closing the valvetherein, and thus applying the brakes on the engine and tender bystraight air.

If the brakes are to be applied automatically, the brake-valve handle ismoved to service stop position which brings exhaust cavity 13 of therotary valve into register with the preliminary port 10 in the valveseat, which permits the air to exhaust from off the equalizing piston inthe brake-valve causing a reduction in train pipe pressure. The causespiston a in chamber A of the combination valve 22 to move forward andcarry with it the graduating valve 61 so as to unseat the latter fromover the graduating valve port 71 and at the same time the slide valve60 moves so that the graduating port 71 in the slide valve will registerwith port 71 in the valve seat allowing air in chamber B to flow throughport 71, 71 and passage-way 29" into chamber C and against the diaphragm62 forcing the diaphragm forward and unseating supply valve 64 andallowing main drum pressure to go to brake cylinder through passage-way29 and pipe 80 and applying brakes 011 engine and tank by straight air.

If the brakes are to be applied in emergency, the brake valve handle ismoved to emergency position whereupon the piston in chamber A moves tothe extreme right and carries with it the slide valve 60 so that ituncovers emergency port 71 in the valve seat, allowing the air inchamber B to go directly therefrom to chamber 0, through emergency port71 and passageway 29". The emergency port 71 islarger than thegraduating port in the slide valve which connects with it in servicestop. The emergency port in the valve seat is used both for service andfor emergency application, but

in service it gets its connection with chamber B through the graduatingport 71 in slide valve which is smaller than the port 71, but inemergency the slide valve moves completely beyond the port 71 so as towholly uncover said port so that air is permitted to go to chamber Cmuch faster in emergency than in service application and gets the engineand tender brakes on in the emergency stop. This also brings in the wellknown emergency features of the automatic action in the lVestinghouseengineers brake valve. Accordingly there is a straight-air applicationof brakes on the engine and tender, and an automatic application of thetrain brakes.

In releasing the brakes, if the engine or straight air brakes are to bereleased, the brake-valve handle is moved to straight air releaseposition, which brings feed cavity 15 ofthe rotary valve intocommunication with port 21 of the valve seat whereupon main drumpressure is conveyed through pipes 48 to the quick release valve 19 andpassing under piston head 52 raises the piston and lifts the valve 55 sothat the exhaust port 56 is opened and air in the engine and tenderbrake cylinder permitted to escape through the brake cylinder pipe andthe lower chamber of the quick release valve, thus releasing the enginebrakes. At the same time the cavity 19 in the rotary valve face connectswith exhaust cavity 12 in seat and allows the air in chamber G toescape, thus seating the supply valve 64: and cutting off main drum airto the brake cylinder pipe.

To release the train or automatic brakes, the brake valve handle ismoved to full release or running position thus bringing into action thewell known WVestinghouse feature and releasing the brakes.

Under the construction described, to release brakes on engine and tenderand hold them on train, move the brake-valve handle quickly tostraight-air release position; to release on train and hold on engineand tender, move the brake-valve handle to running position, or fullrelease.

It is also to be noted hat under the, invention, the brakes on theengine and tender can be applied and also be released independently ofthe train or automatic brakes; secondly that the brakes on the engineand on the train can be applied together, or thirdly one independentlyof the other; fourthly that independent control of the engine and thetrain brakes is obtained; fifthly that there can be a gradualapplication and also release of straight air on the engine brakes;sixthly that the brakes can be applied on engine and. train, and thebrakes on engine released while holding them on train, or seventhly theycan be released on the train,

and held on engine and the train line re charged with air; that theengine and tender brakes can be applied first, and then the automatic beapplied, by moving the brakevalve handle to the proper position; or ifdesired both the engine and train brakes can be applied at the same timeby moving the brake-valve handle to either service or emergencyposition; and that the same braking power can be had in the engine andtender cylinders atall times regardless of piston travel and otherconditions. foregoing requires no morethan one brakevalve handle whichwhen moved to the proper positions makes it possible to obtain thedifferent operations specified.

WVhile I have taken the well known Vestinghouse engineers brake valve asillustrative of the application of my invention yet I am not confinedthereto where it can The cylinder pressure conduit, a chamber to receivea fluid pressure to actuate said valve, a passage-Way for the supply oftram lme pressure to said chamber, a pressure regulated valve forcontrolling the ,pressu're supply through said passage-way, saidvalvehaving an exhaust cavity to communicate with an exhaust port, andanexhaust con duit connected at one point wlth the brakepoint in portcommunication with the exhaust cavity of said valve.

2. In an air brake system, the combination With the main drum pressureconduit,

cylinder pressure conduit and at another the brake cylinder pressureconduit and the train line, of a valve casinglcontaining a supply valvecontrolling communication be tween the main drum pressure conduit andthe brake cylinder pressure conduit, a chamber to receive fluid pressureto actuate said valve, a single engineers automatic brake valvecontrolling the train line pressure, a pipe directly connecting the saidchamber with the. automatic brake valve, the latter having controllableports for directing main drum pressure through such pipe into saidchamber and for exhausting the pressure of the chamber through the saidpipe, means actuated by variations in the train line pres- 1 sure foradmitting pressure to the said cham--.

her to operate the supply valve, and a separate exhaust valve controlledby the en gineers brake valve for releasing pressure from the brakecylinder.

3. In an air brake system, the combination with the main drum pressureconduit, the brake cylinder pressure conduit and the train line, of acombination valve comprising a casting having five compartments therein,one of said compartments having connection with said train line, apiston in said compartment, a slide valve in the second compartmenthaving connection with said piston to be actuated thereby, a singleengineers automatic brake valve connected directly to said main drumpressure conduit and with the third chamber in said combination valve,said casting having a passa e leading from the third chamber to saidsecond chamber and being controllableby said slide valve, a diaphragmbetween the said third chamber, and the fourth chamber in said casting,the fifth chamber in said casting having communication with the maindrum pressure conduit and with the brake cylinder pressure conduit, thelatter conduit also having communication with said fourth chamber tocontrol the diaphragm, a regulating valve in said fifth chambercontrolling communication between said main drum pressure conduit andsaid brake cylinder pressure conduit, said engineers automatic brakevalve being adapted to be actuated to directly admit main drum pressureinto said third chamber against the diaphragm to open said supply valveand establish a direct communication between said main drum pressureconduit and said brake cylinder pressure conduit, said first chamberbeing adapted to receivevarying air pressures therein dependent directlyupon train line pressure to control the said slide valve whereby toautomatically open and close said passage and actuate said diaphragm forautomatically actuating said main supply valve.

In testimony whereof I aflix my signature .in presence of two witnesses.

GEo. H. UPHAM, ARTHUR L. SUTER.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of ream Washington, D. G.

